Volume 45, Number 3, 2004 33

DIRECT DRIVE SYSTEMS WITH

TRANSVERSE FLUX RELUCTANCE MOTORS
Ioan-Adrian VIOREL*, Mircea CRIVII**, Lars LÖWENSTEIN***,
Loránd SZABÓ*, Mircea GUTMAN*
*Technical University of Cluj, Electrical Machines Department, 15 C. Daicoviciu str.,
400020 Cluj, Romania, e-mail: ioan.adrian.viorel@mae.utcluj.ro,
** EPFL, LAI, Ecublens CH 1015 Lausanne, Switzerland, e-mail: mircea.crivii@epfl.ch
***SIEMENS Transportation Systems, Erlangen, Germany, e-mail: lars@loewenstein.info

Abstract – The transverse flux motor (TFM), quite a new the start-up difficulties and to obtain continuous rotation
concept of an electric machine, begins its impetus in the late [6, 7].
80s of the last century. The transverse flux reluctance motor
(TFRM) is a variant of TFM with passive rotor and simpler
construction. The achievable power TFRMs’ to total machine
weight ratio is smaller than for TFM with permanent magnets
on the rotor (PMTFM), but larger than for conventional
machines. Since TFRM has a large number of poles the motor
is well suited for variable low speed direct drive applications.
TFRM actual state-of-art will be presented in the paper with
more strength on its construction, design, supply control and
applications. Partly being a review of the already published a)
information the paper contains some original developments
concerning mainly TFRM design.

1. Introduction
The transverse flux (TF) machine looks like a newcomer in
the electrical machines family, but it has quite a long history.
In fact the claw-pole flux pattern implies the transverse flux
concept and the claw-pole alternator is the oldest three phase
electric machine. In 1885 W.M. Morday applied for a patent
concerning the transverse flux machine, but the machine was
named, and brought back to the scene by Weh in the 80s b)
[1, 2]. Weh introduced first the TF machine’s very dedicated Fig. 1. Basic structure of a TFR machine: a) with U-shaped
topology, which usually includes the flux concentration poles, b) with claw-poles [6]
principle for the permanent magnets excited structures. Since
the TF machine allows the pole number to be increased
without reducing the MMF per pole, it is capable of
producing power densities much greater than a conventional
machine.
The achievable power to total machine weight ratios for
active rotor TF machines ranges between 0.5-2 kW/kg
compared to 0.25-0.8 kW/kg for conventional machines
[3, 4, 5].
Due to this very large value of power to total weight ratio the
TF machine looks very attractive to some specific drives Fig. 2. Six pole TF reluctance machine, one phase, poles in
where the electric machine weight limitation is one of the aligned position [4]
most important requirements.
The TFR machine is a variant of the TF machine with passive The TFRM is supplied via an asymmetric half bridge
rotor. It has a ring winding with salient poles on the stator, electronic converter, each phase being independent. The
and only salient poles on the rotor. It behaves like a switched converter gives unipolar pulses synchronized with the rotor
reluctance (SR) machine, the main difference consisting on position.
the homopolar stator winding. Each phase of the TFRM is an Some TFRM specific constructions and proposals on motor’s
independent module, as shown in Figs. 1 and 2. The TFRM design or sizing are given in [6, 7, 8, 9, 10, 11], but not only.
must have three or more than three phases in order to avoid A 3D to 2D equivalence which allows for using only 2D FEM
analysis instead of a 3D-FEM analysis to calculate the
34 ACTA ELECTROTEHNICA
motor’s characteristics and performance is presented in
[7, 12]. Other references deal with TFRM mathematical
models [6, 7, 10, 13, 14, 15, 16], or with specific applications
as crankshaft starter-alternator [6, 13, 15].
In this paper the most important aspects concerning TFRM
are covered, with more strength on its construction, design,
supply, control and applications. The paper contains some
original developments, mainly on TFRM design, scaling and
models, not only a review of the already published
information.
2. TFRM construction and design
The TFRM has, for each phase, a toroidal winding which is
placed on the stator. Usually such a motor has no permanent
magnets (PMs), but there were proposed some variants also
with PMs which help the excitation, [8] for instance. The
TFRM stator iron core has two basic structures:
i) With U-shape poles which have both teeth in the same
axial plane, Fig 1a.
ii) With claw-poles shifted between them, Fig 1b.
The TFRM with U-shapes poles, Fig 1a, has only a 2D flux
pattern, the transverse flux being almost nil. TFRM with
claw-poles, Fig. 1b, has a true 3D flux pattern, where the
transverse flux is important. In both cases the torque is of
reluctance type and the passive rotor has salient poles as in
the switched reluctance motor (SRM) case.
The TFRM has the simplest topology of all TFMs. It has quite
the same features as the SRM, the main differences being:
i) TFRM has homopolar type stator phase winding.
ii) Each phase is an independent module, Fig. 2.
iii) TFRM’s phase modules are placed consecutively in
the axial direction.
iv) TFRM has the same number of poles on the stator and
on the rotor.
In order to avoid start-up difficulties and to obtain continuous
rotation TFRM must have minimum three phases. The TFRM
phases work independently hence the increasing of the
number of phases does not lead to a proportional power
output increase, but reduces the torque ripples. The TFRM
has to be supplied trough a power electronic converter which
generates unipolar phase currents precisely synchronized with
the rotor position. The electronic converters are quite of the
same type as that used to supply SRMs.
TFRM design procedure is not that simple and employs
usually four steps:
i) A sizing-estimation procedure which offers a first
design data for the machine starting from the design
requirements.
ii) A 2D- or 3D-FEM magneto-static and quasitransient
analysis, which offers the possibility to optimize the
motor’s magnetic circuit and to compute the iron core
losses and the motor characteristics.
iii) A thermal analysis done by using a thermal equivalent
circuit [3] or a 2D-FEM analysis of the thermal field
through the motor.
iv) A drive system computer simulation to study the
dynamic behaviour of the motor, when it is supplied
by a specific electronic converter and it is fully
controlled function of the imposed drive requirements.
In this chapter the first two steps concerning the TFRM’s
design procedure will be briefly discussed. The thermal
analysis does not imply some specific aspects since the
TFRM structure is very simple, (it has no PM’s and the
winding is only on the stator). The TFRM dynamic behaviour
will be covered in the following chapter, when the supply and
control strategy will be presented, too.
The TFRM sizing equation is obtained from output power,
which is:
E max I max
Pout = η (1)
KE KI
where Emax and Imax are the maximum values of the armature
winding EMF and current, KI, KE are waveform factors
[4, 11] and η is the efficiency.
The air-gap reluctance varies, as in the SRM’s case, and the
air-gap flux density variation between unaligned and aligned
rotor position can be approximated by:
 1 
∆Bg = 2 Bg max 1 − 
 (2)
K
 CR 
Bgmax being the aligned air-gap flux density and kCR the
Carter’s factor, computed by considering saliency only on the
rotor [3, 4].
If the stator electrical loading As is
N t I max
As = (3)
πD g
Nt and Dg being the phase number of turns and respectively
the air-gap average diameter, then
Pout = K M D g3 B g max AS Q R n (4)
where QR and n are the rotor number of poles, respectively
speed.
The specific motor coefficient is:
K M = 2π 2ηk p k ov k L (1 − 1 / k CR ) / k E (5)
kp and kov being two sizing factors [3, 4, 8, 9], while the
aspect ratio factor kL is:
k L = l R / Dg (6)
where lR is the axial length of one phase module.
Once the designer has chosen the number of poles QR, the
specific values for aligned air-gap flux density Bgmax and for
stator electrical loading As, as for the sizing factors, Carter’s
factor and aspect ratio, and has the required design data,
output power and speed, efficiency and power factor he can
calculate the average air-gap diameter and all the stator and
rotor main dimensions [4, 11].
The average torque per phase T is [4]:
B g max
1 (7)
T= QR N t IAp
2 ∆θ
 Volume 45, Number 3, 2004 35

where Ap is the stator pole area and ∆θ is the rotor angular The concordance between the 3D-FEM and respectively
displacement between an aligned and an unaligned position. calculated values are fairly good and in the case of the air-gap
The power can be computed, and the iron and winding losses, flux density of both, original and scaled, motors. The axial
too, as for conventional machines [4, 11]. variation of the air-gap flux density is given in Figs. 4 and 5
The scaling procedure is a very helpful tool in obtaining fast for the original and respectively scaled TFRM, in aligned
design draft for a TFM, if the data of similar motor are position.
available. Scaling, a particular case of a general similitude
transformation, leads, under imposed constraints to a fully
similar model of an original TFRM. If the specific motor
coefficient is kept constant (5), then adequate conditions can
be imposed in order to obtain a fully scaled model starting
from an originally given motor.
The restrictions required are concerning the way the magnetic
field quantities are scaled, which means that, if ksc is the
length scaling factor then the magnetic flux density B is kept
constant, while the magnetic vector potential has to be scaled
by the length factor ksc and the current density by its inverse.
With the same material the reluctivity remains invariant.
Since the flux density is constant, the MMF produced by the
exiting coil must be scaled by length scaling factor ksc while
the coil number of turns is invariant in the scaling process. Fig. 4. Air-gap flux density axial variation, original TFRM, aligned
In Table 1 the main data and the analytically calculated position
outputs of an original and scaled TFRM are given, the scaling
factor being ksc = 0.5.

Symbol Unit Original Scaled

Air-gap diameter Dg mm 100 50

Stator pole width bSp mm 26 13

Air-gap length g mm 0.3 0.15

Pole axial length lSp mm 14 7

Phase MMF F A 463 231.5

Fig. 5. Air-gap flux density axial variation, scaled TFRM, aligned
Maximum air-
Bg T 0.969 0.969 position
gap flux density
Maximum torque Since an important step in the designing procedure of a
T Nm 0.936 0.117
per phase TFRM consist in 2D- or 3D-FEM analysis an equivalence
Table 1 Main data and output for original and scaled TFRM defined between 3D and 2D models [12] is of quite great
importance. As shown in [12] there is a possibility to define
The variation of the static torque for the original and scaled an equivalent SRM to the analyzed TFRM and to apply a
TFRM versus rotor displacement, calculated via a 3D-FEM 2D-FEM on this model in order to calculate the TFRM
analysis, are given in Fig. 3, the values being in good characteristics. The imposed conditions for the equivalent
agreement with the analytically computed ones, Table 1. SRM are [12]:
i) The same number of poles.
ii) The same average air-gap diameter and pole width.
iii) A double air-gap length.
iv) The pole MMF equal with the TFRM phase MMF.
Considering this equivalence the SRM model of the original
TFRM whose data are given in Table 1 has the aligned air-
gap flux density Bgmax=0.878 T compared with 0.936 T for the
TFRM (3D-FEM). The torque is 0.936 Nm for TFRM
(3D-FEM) and 0.822 Nm for equivalent SRM, values which
show a very good concordance.
Taking into account this 3D to 2D equivalence the TFRM
magnetic field can be analyzed by using two 2D-FEM
Fig. 3. Static torque versus rotor position
36 ACTA ELECTROTEHNICA
models, one axially defined in aligned position and one
circumferentially for the equivalent SRM.
3. TFRM supply and dynamics
The TFRM supply is assured through an electronic converter
which is quite the same as the one used in the SRM’s case.
The most usual converter, an asymmetric bridge for a three
phase TFRM, which has the phases completely independent,
is shown in Fig. 6.
Fig. 6. Three-phase TFRM’s electronic converter.
There are two control strategies, but in both cases the current
is controlled in a PWM mode. In the first case the transistors
in series with one of the TFRM’s phase, T1 and T2 for
example, Fig. 6, are turned on and off simultaneously. In the
second case T1 is turned on for the entire phase duty cycle and
the phase current PWM control is done by turning on and off
T2. In the first case when T1 and T2 are turned off the energy
stored in the phase is sent to the source resulting repeatedly
energy exchange between the load and the source in one duty
cycle.
The second control strategy is different since there is no
energy exchange between the source and the load during the
duty cycle, but at its end when T1 and T2 are turned off
simultaneously. This control strategy assures a self circulation
of the energy and consequently, since the current is kept
going on for longer time, results a longer current tail than in
the first case when the source is recharged and the current can
be turned off rapidly. It is obvious that the first control
strategy is more adequate in the TFRM’s case, even it causes
many ripples into the DC link capacitor, Fig. 6, and an
increase in the switching losses of the power electronic
device.
Both control strategies can be implemented by using for the
current control a hysteresis type controller which computes
the current error, compare it with the imposed value error, and
gives adequate command signals on the transistor’s gate.
The TFR machine is capable of operating continuously as a
generator supplied by an electronic converter of the type
presented in Fig. 6, since it can provide reverse voltage to the
phase winding through freewheeling diodes. The TFR
machine becomes generator after the aligned position, when
the phase inductance decreases. The excitations power must
be first supplied from the source and generating power is
obtained during the de-fluxing period. It is possible to
separate the excitation circuit from the output circuit by
means of the circuit of the boost (up) converter Fig.7a, or of
the buck (down) converter, Fig. 7b.
a)
b)
Fig. 7. TFR generator circuit based on a) boost and b) buck type
converter.
The buck type converter, Fig. 7.b, seems to show up better
performance since at a given speed the generating cycle is
extended approximately in the ratio of the input to output
voltage compared with the excitations period and
consequently a larger generated energy can be obtained for
the same input power.
Since the TFRM behaves almost as the SRM its control is
quite similar. The TFRM requires rotor positioning sensing in
order to commutate the current from phase to phase
synchronously with the rotor position. An encoder or resolver
attached to the TFRM’s shaft is the usual solution for
detecting the rotor position, but it can be applied also one of
the developed methods for the indirect sensing of the rotor
position. In Fig. 8 the basic control block diagram of the
TFRM control system is shown. The system consists of a
speed controller, a current controller if necessary, a firing
angle control block and an encoder. The usual control strategy
is a current control one.
Fig. 8. TFRM drive control system, block diagram.
A good drive system cannot be obtained only with very well
designed and constructed motors. It requires a suitable power
electronic converter and adequate torque, speed and current
controllers. Computer simulation of the entire drive system
enables verification of the motor design and of the drive
system ability to match the load torque over the entire speed
range in steady-state and transient regime. The steady-state
regime can be covered adequately with the simplified
mathematical model used for design-estimation, or by finite
element (FEM) analysis [4]. Simulation of the entire drive
system requires the mathematical model of the TFRM and of
the other components as well as their interconnections.
 Volume 45, Number 3, 2004 37

The TFRM has independent phases, then its mathematical In the case of the TFRM a simplified mathematical model,
model is given by the phase equations: which does not require FEM analysis, but can be used to
dλ study the dynamic regime, briefly presented in following. The
v = R ⋅i + (8) model is based on an air-gap variable equivalent permeance,
dt which is defined as:
λ = L(θ , i ) ⋅ i (9) 1
P(θ , i ) = (1 + PR sinθ ) (13)
g*
i
∂W m d 1
T=
∂θ
=
dθ ∫ 2 λ (θ , i )⋅ di (10) where PR is the permeance coefficient calculated considering
saliency only on the rotor, [4], and g* is the equivalent air-
0
gap.
dΩ
T=J + T f + Tl (11) g * = k CR ⋅ k s ⋅ g (14)
dt
Carter’s factor kCR is calculated with saliency on the rotor [4]
where v, i, λ and R are the phase voltage, current, flux and the saturation factor ks depends on the phase current and
linkages and resistance and T, Tl, Tf, are the electromagnetic, can be computed in aligned position with or without FEM
load and friction torque respectively. analysis.
The rotor position electric angle θ is given by the equation: The variable air-gap flux density is:
dθ B g (θ , i ) = F ⋅ µ 0 ⋅ P(θ )
= ω = p⋅Ω (12)
dt
1 (15)
where the number of pole pairs p is equal to the number of B g (θ , i ) = F ⋅ µ 0 ⋅ (1 + PR sin θ )
*
stator, or rotor, pole pieces, QS=QR. g
The friction torque depends on the machine speed, but usually where F is the phase MMF.
it has smaller value and can be neglected against the load The maximum value of the air-gap flux density occurs at
torque at low speed. aligned position,
The TFRM design procedure implies, quite usually, a FEM
1
analysis and consequently the variation of the phase flux B g max (i ) = B g (θ , i )θ =π 2 = F ⋅ µ0 (1 + PR ) (16)
linkages and torque function of the rotor angular position and g*
phase current are known. These can be used in computing the
steady-state or dynamic characteristics of the TFRM. and consequently:
Based on the given mathematical model (8)÷(12) and on the
1 + PR sin θ
flux linkages and torque characteristics computed, via a 3D or B g (θ , i) = B g max (i) (27)
2D FEM analysis, function of phase current and rotor angular 1 + PR
position in [7] and [13] the TFRM dynamic regime was The phase inductance is:
simulated via SIMULINK and SIMPLORER respectively. In
λ (θ )
the SIMULINK program the characteristics obtained by FEM L(θ , i ) = + LSσ (18)
computation were introduced as look-up tables. The I
SIMPLORER program was linked to the FLUX 3D FEM where LSσ is the phase leakage inductance, which is
software and the computation was done in the same time in considered constant.
both programming environments. Finally comes:
In Fig. 9 the results of a TFRM start-up dynamic regime
1 + PR sin θ
simulation are given [4, 6]. Its starting required torque is 200 L(θ , i ) = M d (i ) + L Sσ (39)
Nm and after the run-up the load torque is reduced to 1 + PR
represent the considered loading machine, the application is
an integrated starter-generator. with the aligned inductance Md,
B g max (i ) ⋅ N ⋅ A p ⋅ QS
M d (i ) = (20)
I
N, Ap and I being the phase number of turns, the stator pole
area and the phase current.
By now the flux linkages derivative and the torque are:
dλ(θ , i)  1+ PR sinθ  di P cosθ
=  M d (i) + LSσ  +ωM d (i) R ⋅i (41)
dt  1+ PR  dt 1+ PR

∂Wm
T= = kT ⋅ i ⋅ cos θ (22)
∂θ
Fig. 9. TFRM dynamic regime at starting
38 ACTA ELECTROTEHNICA

with
N PR ⋅ B g max
kT = ⋅ QS2 ⋅ A p ⋅
2 1 + PR
Based on a SIMULINK developed program the phase
voltage, current and torque variation, for only one phase duty
cycle, are shown in Fig. 10, 11 and 12 for a TFRM with the
following main data:
i) Rated power Pout = 24 kW.
ii) Rated phase voltage Vph = 300 V.
iii) Rated phase current Iph = 150 A.
iv) Maximum phase current IphM = 200 A.
The control strategy is one which allows turning off both
transistors in series per phase, the initial position being
considered unaligned one θ=0, and the aligned position for
the considered phase is the final one.
The obtained characteristics, Fig. 10, 11 and 12 are quite the
usual one, the current and torque increasing slope being
(5) limited by the phase inductance which is quite important for
such a motor.
4. TFRM applications. Trends
A possible application of TFRM is a direct drive system for
an electric vehicle (EV) or a hybrid electric vehicle (HEV).
Such an application was considered and three type of motors
were special designed for this purpose, a PMTFM, a SRM
and a TFRM. The design specification were the output power,
Pout = 25 kW and the rated speed n=600 rpm.
The PMTFM and TFRM have exterior rotor, a favourable
solution for the first one which has PM’s on the rotor, but
adopted for the second in order to have the same stator
dimensions.
The average air-gap diameter is Dg = 0,295 m and the air-gap
length is g = 0.8 mm. The PMTFM is single sided with flux
concentrating rotor topology and was the one designed,
constructed and tested [4]. The main data are given in
Table 2.

Feature Units TFM SRM TFRM

Stator/rotor
- 80/80 6/4 50/50
pole number

Stator phase
A 60 105 67.5
Fig. 10. Phase voltage versus time. current

Efficiency - 0.940 0.943 0.968

Inverter power kVA 37.51 38.99 40.35

Specific torque
Nm/kg 62.2 4.8 21.38
Tout /G

Torque per
motor volume Nm/dm3 58.3 7.19 20.7
Tout /V

Specific power
kW/kg 1.30 0.1 0.45
Pout /G

Fig. 11. Phase current versus time. Table 2 Motors’ comparison for a direct drive
The results show that at this low speed the SRM with low
number of pole, 6/4, is not a real competitor and that PMTFM
has better performance compared with TFRM except the cost
and the construction complexity.
A TFRM was proposed as a crankshaft starter-generator
[4, 6, 13], its main data being:
i) Starting required torque: 200 Nm
ii) Overall axial length: 80 mm
iii) Exterior and air-gap diameter 320/200 mm
iv) Rated phase voltage: 42 V.
The designed TFRM has a particular topology of the stator
poles and in order to reduce the leakage flux in the unaligned
position the stator tooth tip width was skewed by 15% [6].
Fig. 12. The variation of torque versus time, for TFRM during a
run-up regime for one stroke
The counter part application was considered a 16/12 SRM
 Volume 45, Number 3, 2004
which had smaller time constant. In Fig. 13 the laboratory
prototype converter is presented. In Fig. 14 a car engine
equipped with a crankshaft started-alternator is given.
There are some possible applications which were not, to the
author’s knowledge, proposed and analyzed until now. Since
TFRM has a quite good output power to weight ratio and a
large starting torque it can operate as actuator for special
purposes, i.e. heavy duty robotics, and not only.
a)
b)
Fig. 13. Prototype converter for TFRM a) general view, b) detail
Fig. 14. Car engine equipped with a crankshaft starter-alternator
39
The studies carried out until now, as well as the results
obtained with already constructed prototypes, reveal a great
future potential for TFRM applications. They show also a
steadily improvement of the TFRM drive performance due to
new topologies, materials and control strategies.
Acknowledgements
The work was possible due to the support given by the
Romanian Academy under grant 106/2003 and was carried
out in co-operation with the Dept. of Electrical Machines of
RTWH Aachen, Germany. The researches were supported
also by the Romanian National Council of Scientific Research
in Higher Education through a grant offered.
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